Docking system

ABSTRACT

A convex forward surface of a forward-biased probe head of a first portion of a docking system engages a central concave conical surface of a second portion of the docking system. A first linear actuator moves a flexible docking cable assembly relative to a support structure through bores therein and through the probe head. An aftward retraction of the docking cable assembly causes a linearly-actuated cam element thereof to rotate a rotary cam follower pivoted from the support structure, which engages an aft edge portion of the probe head, forcing the probe head forward. A plurality of distal coupling elements operatively coupled to the support structure around a central axis thereof engage with and become releasably captured by a corresponding socket and associated capture mechanism of a mating second portion of the docking system, and rigidized when the probe head is forced against the central concave conical surface.

CROSS-REFERENCE TO RELATED APPLICATIONS

The instant application is a division of U.S. patent application Ser.No. 12/406,955, filed on Mar. 18, 2009. U.S. patent application Ser. No.12/406,955 is a continuation-in-part of U.S. application Ser. No.10/907,091 filed on Mar. 18, 2005, now abandoned, which claims thebenefit of prior U.S. Provisional Application Ser. No. 60/554,763 filedon Mar. 18, 2004. U.S. patent application Ser. No. 12/406,955 is also acontinuation of U.S. application Ser. No. 12/263,498 filed on Nov. 2,2008, which is also a continuation-in-part of U.S. application Ser. No.10/907,091. All of the above-identified applications are incorporated byreference herein in their entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

This invention was made with Government support under Contract Nos.DAAH01-00-C-R012 and DAAH01-01-C-R015 awarded by the U.S. Army Aviationand Missile Command, with funding from the Defense Advanced ResearchProjects Agency (DARPA); and with Government support under Contract No.F29601-02-C-0007 awarded by the U.S. Air Force. The Government hascertain rights in this invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 a illustrates a side view of chase and target vehicles onapproach to, and in proximity with, one another prior to docking usingan associated docking system;

FIG. 1 b illustrates a view of a docking face of the chase vehicleillustrated in FIG. 1 a;

FIG. 1 c illustrates a view of a docking face of the target vehicleillustrated in FIG. 1 a;

FIG. 2 illustrates the result of an associated soft-docking process;

FIG. 3 illustrates the result of an associated hard-docking process;

FIG. 4 illustrates the result of an associated initial phase of arigidization process;

FIG. 5 illustrates the result of an associated final phase of therigidization process;

FIG. 6 illustrates the result of an associated undocking process;

FIG. 7 a illustrates first isometric view of a chaser portion of adocking system, from the perspective of the docking side thereof.

FIG. 7 b illustrates second isometric view of the chaser portion of thedocking system, from the perspective of the vehicle side thereof.

FIG. 8 a illustrates first isometric view of a target portion of thedocking system, from the perspective of the docking side thereof.

FIG. 8 b illustrates second isometric view of the target portion of thedocking system, from the perspective of the vehicle side thereof.

FIG. 9 illustrates a side view of chaser and target portions of thedocking system on approach to, and in proximity with, one another priorto docking.

FIG. 10 illustrates an extension of a docking cable assembly from thechaser portion of the docking system at the commencement of anassociated soft-docking process.

FIG. 11 illustrates a culmination of a soft-docking process of thedocking system, resulting in a soft dock capture thereof.

FIG. 12 illustrates a retraction of the docking cable assembly into achaser portion of the docking system during a hard-docking process ofthe docking system, resulting in a hard dock thereof.

FIG. 13 a illustrates an auto-alignment load-bearing guidepost inproximity to a distal docking cone and associated distal capture socketand distal capture mechanism.

FIG. 13 b illustrates an interaction of a spherical end of theauto-alignment load-bearing guidepost with an associated distal dockingcone as the auto-alignment load-bearing guidepost is guided into theassociated distal capture socket during a docking operation.

FIG. 13 c illustrates the spherical end of the auto-alignmentload-bearing guidepost entering the associated distal capture socket andcommencing interaction with an associated latch lever of a distal latchassembly during a docking operation.

FIG. 13 d illustrates the spherical end of the auto-alignmentload-bearing guidepost latched within the associated distal capturesocket by the latch lever, with the latch lever held in a closedposition by an associated latch lock piston engaged with a notch in thelatch lever during a docking operation.

FIG. 14 a illustrates a latch lever of a distal latch assembly, whereinthe latch lever incorporates a planar load-bearing face.

FIG. 14 b illustrates a latch lever of a distal latch assembly, whereinthe latch lever incorporates a concave spherical load-bearing face.

FIG. 14 c illustrates a latch lever of a distal latch assembly, whereinthe latch lever incorporates a V-groove load-bearing face.

FIG. 15 illustrates a commencement of a rigidization process of thedocking system, with the auto-alignment load-bearing guideposts capturedwithin the associated distal capture sockets.

FIG. 16 illustrates a release of the docking cable assembly from thecentral capture mechanism during a rigidization process of the dockingsystem.

FIGS. 17 a-17 c illustrate the operation of a cam-actuated loadingmechanism used to rigidize the docking system.

FIG. 18 illustrates a culmination of the rigidization process of thedocking system.

FIGS. 19 a and 19 b illustrated a release of a distal latch assemblyduring an undocking operation of the docking system.

FIG. 20 illustrates a release of the auto-alignment load-bearingguideposts from the associated distal capture sockets responsive to anextension of a spring-loaded probe head during an undocking operation ofthe docking system.

FIG. 21 illustrates a separation of the following an undocking operationof the docking system, with the elements of the chaser and targetportions of the docking system returned to their quiescent states inpreparation for a subsequent docking operation.

DESCRIPTION OF EMBODIMENT(S)

Referring to FIG. 1 a, a docking system 10, for example, an autonomousvehicle docking system 10′, provides for docking a chase vehicle 12 to atarget vehicle 14, wherein, for example, the chase vehicle 12 is adaptedto perform the capture or servicing operations, and, for example, thetarget vehicle 14 is adapted to be captured or serviced. The chase 12and target 14 vehicles, for example, spacecraft 12′, 14′ or underwatervehicles are illustrated in proximity to one another prior to docking.The chase 12 and target 14 vehicles are not limited to a particular typeof vehicle, and, for example, could be underwater or surface aquaticvehicles, ground-based vehicles, spacecraft, or aircraft. During adocking operation, the chase 12 and target 14 vehicles become releasablycoupled to one another so as to provide for transferring cargo,materials, energy (e.g. electrical or chemical/fuel), signals or peopletherebetween, for example, so as to provide for the chase vehicle 12 toeither service the target vehicle 14, or to provide for the recovery ofa payload from, or constituting, the target vehicle 14. In some cases,the target vehicle 14 may not be able to contribute any active controlover the docking process, wherein all of the active elements associatedwith docking would be located in or on the chase vehicle 12, withcorresponding passive elements, adapted to cooperate therewith, locatedin or on the target vehicle 14. For example, the chase vehicle 12—underactive control, either autonomously, by man, or a combinationthereof—might pursue the target vehicle 14 in preparation for docking,for example, using various thrusters 16 under control of a controller 18responsive to or a part of an autonomous guidance, navigation andcontrol system 20, for example, responsive to associated guidance ornavigation sensors 22, so as to provide for maneuvering the chasevehicle 12 relative to the target vehicle 14 so as to sufficiently alignthe chase 12 and target vehicles 14 so that a docking operation may beinitiated therebetween. Following initiation of a docking operation, thedocking system 10 provides for auto-alignment of the chase 12 and target14 vehicles, which is defined as a process of automatically aligning thechase 12 and target 14 vehicles during the docking operation withoutrequiring separate active components or a separate alignment stage ofthe docking sequence.

The chase 12 and target 14 vehicles respectively incorporate first 10.1and second 10.2 portions of the docking system 10, which are adapted tobe releasably coupled to one another, the first portion 10.1 of which,also known as the chaser portion 10.1, is operatively coupled to or apart of the chase vehicle 12, and the second portion 10.1 of which, alsoknown as the target portion 10.2, is operatively coupled to or a part ofthe target vehicle 14. Each of first 10.1 and second 10.2 portions ofthe docking system 10 respectively have respective first 24.1 and second24.2 roll axes, wherein the first roll axis 24.1 constitutes a centralaxis of the active elements of the chaser portion 10.1 of the dockingsystem 10 that act substantially therealong, and the second roll axis24.2 constitutes a central axis of the associated passive elements ofthe target portion 10.2 of the docking system 10. The chase vehicle 12can be maneuvered so as to provide for aligning the first roll axis 24.1thereof sufficiently with the second roll axis 24.2 of the targetvehicle 14 so as to enable docking to be initiated. Thereafter, duringthe associated docking process, the first 24.1 and second 24.2 roll axesbecome further aligned with one another as a result of the interactionof the first 10.1 and second 10.2 portions of a docking system 10.

Referring also to FIGS. 1 b and 1 c, the chaser 10.1 and target 10.2portions may be assigned respective Cartesian coordinate systems (X, Y,Z) and (X′, Y′ Z′), the Z and Z′ axes of which are collinear with thefirst 24.1 and second 24.2 roll axes respectively. In addition toaligning the first 24.1 and second 24.2 roll axes during docking, it mayalso be necessary to provide for a rotational alignment (θ, θ′) of thechase 12 and target 14 vehicles relative to the first 24.1 and second24.2 roll axes, for example, so as to provide for aligning material,fluid, electrical or information transfer devices or conduits 26.1,26.2, or to provide for physically transferring payloads between thechase 12 and target 14 vehicles. Accordingly, during docking, thedocking system 10 may, in general, provide for aligning the chase 12 andtarget 14 vehicles in both Cartesian (X, Y, Z) translation and in pitch,yaw and roll rotation relative to either of the first 24.1 and second24.2 roll axes.

Each of the chase 12 and target 14 vehicles has an associated trajectoryprior to docking, and in many cases, particularly for spacecraft 12′,14′ operating in outer space, it is beneficial if the force of impact ofone vehicle 12, 14, or portions thereof, upon the other vehicle 14, 12,is sufficiently small prior to coupling so as to not substantiallyperturb the trajectories of either the chase 12 or target 14 vehiclesduring the coupling process, so that the chase 12 and target 14 vehiclesremain sufficiently aligned and proximate with respect to one another soas to enable completion of the docking process. Otherwise, the force ofimpact of the chase 12 and target 14 vehicles might cause the chase 12and target 14 vehicles to be pushed away from one another by reboundprior to coupling.

Referring to FIG. 2, after an initial pursuit phase, with the chasevehicle 12 sufficiently close to the target vehicle 14 so as to providefor the initiation of docking therewith, the chase vehicle 12 commenceswhat is referred to as a soft-docking process by extending a firstcoupling element 28 at the end of an extendable flexible tensile element30 coupled to the chase vehicle 12. The extendable flexible tensileelement 30 is adapted to support a tensile force therein, but isotherwise relatively compliant in bending so as to not transmitsubstantial shear forces, or moments from one end to the other. Forexample, in one set of embodiments, the extendable flexible tensileelement 30 comprises a docking cable assembly 32 that can be extendedfrom, or retracted into, a central opening 34 of an associated firstsupport structure 36 of the chaser portion 10.1 of the docking system10, for example, as provided for by an associated linear actuator 38adapted to act between the docking cable assembly 32 and the firstsupport structure 36, responsive to a signal from the controller 18.

The extendable flexible tensile element 30 and first coupling element 28at the end thereof are extended from the chase vehicle 12 towards acentral docking cone 40 that leads to an associated central capturesocket 42 of the target vehicle 14, wherein the central docking cone 40provides for guiding the first coupling element 28 into the centralcapture socket 42 if initially misaligned therewith. After insertiontherein, the first coupling element 28 becomes captured within thecentral capture socket 42 by action of a central capture mechanism 44associated with the central capture socket 42, so as to therebymechanically couple the chase vehicle 12 to the target vehicle 14,resulting in what is referred to as a soft dock. Accordingly, during thesoft-docking process, the chase vehicle 12 is able to capture the targetvehicle 14 without either the chase 12 or target 14 vehicles imparting asubstantial force to one another, as a result of the compliant nature ofthe extendable flexible tensile element 30 used to couple the chase 12and target 14 vehicles together.

Referring to FIG. 3, following the soft-docking process, the chasevehicle 12 establishes a relatively more rigid coupling between thechase 12 and target 14 vehicles by retracting the extendable flexibletensile element 30, thereby drawing the chase 12 and target 14 vehiclestogether until at least one relatively rigid portion of each abuts andpresses against a corresponding at least one relatively rigid portion ofthe other, i.e. in what is referred to as a hard-docking process,resulting in what is referred to as a hard dock. When hard docked, thechase 12 and target 14 vehicles in combination kinematicallysubstantially constitute a single combined body. As use herein, the termrigidity as applied to docking is intended to refer to a lack of flexureat the associated docking interface between the chase 12 and target 14vehicles.

For example, in one embodiment, the chase vehicle 12 incorporates as itsrelatively rigid portion a hollow probe head 46 that is shaped, e.g.sloped or conically shaped, so as to provide for mating with anassociated concave conical surface 48 of the central docking cone 40,wherein the extendable flexible tensile element 30 operates through acentral bore 50 in the probe head 46. The probe head 46 is coaxial with,and spring-biased from, a hollow stub shaft 52 extending from the firstsupport structure 36 of the chaser portion 10.1 of the docking system10, through which the central opening 34 thereof extends. For example, ahelical compression spring 54 coaxial with the hollow stub shaft 52operates between a flange 56 on the hollow stub shaft 52 and acounterbore 58 within the probe head 46.

Accordingly, as the extendable flexible tensile element 30 is retractedthrough the central opening 34, the extendable flexible tensile element30 pulls on the first coupling element 28 coupled to the central capturesocket 42 of the target vehicle 14, bringing the chase 12 and target 14vehicles together until the probe head 46 of the chase vehicle 12becomes seated in the central docking cone 40 of the target vehicle 14,resulting in a hard dock of the chase 12 and target 14 vehicles, withthe chase 12 and target 14 vehicles thereby connected together so as tokinematically become substantially a single combined body.

Referring to FIG. 4, following the hard-docking process, a rigidizationprocess is then commenced, whereby the controller 18 signals the linearactuator 38 to further retract the extendable flexible tensile element30 into the chase vehicle 12, thereby causing the probe head 46 tocompress the helical compression spring 54, increasing the tension inthe extendable flexible tensile element 30 and increasing thecompressive force of the probe head 46 against the central docking cone40, and bringing the chase 12 and target 14 vehicles further togetheruntil a plurality of distal auto-alignment load-bearing guideposts 60distal to the probe head 46 of the chaser portion 10.1 of the dockingsystem 10 engage a corresponding plurality of distal capture sockets 62distal to the central capture socket 42 of the target portion 10.2 ofthe docking system 10, and trigger associated distal capture mechanisms64 therein so as to cause the distal auto-alignment load-bearingguideposts 60 to become mechanically captured within the correspondingdistal capture sockets 62, wherein the distal auto-alignmentload-bearing guideposts 60 are guided into the corresponding distalcapture sockets 62 by corresponding distal docking cones 66 associatedwith the distal capture sockets 62. In one embodiment, simultaneously,the transfer devices or conduits 26.1, 26.2 of the chase 12 and target14 vehicles, if present, also engage or align with one another so as toprovide for transfer of material, fluid, electrical power or informationtherebetween.

Referring to FIG. 5, following capture of the distal auto-alignmentload-bearing guideposts 60 within the distal capture sockets 62 by thedistal capture mechanisms 64, the controller 18 then signals a primarycentral release mechanism 68 so as to cause the central capturemechanism 44 to release the first coupling element 28 from capturewithin the central capture socket 42. For example, in one set ofembodiments the primary central release mechanism 68 comprises a releasesolenoid 70 that acts on a central push rod 72 that extends through acentral bore 74 in the extendable flexible tensile element 30, and whichacts upon the central capture mechanism 44 so as to cause the release ofthe first coupling element 28 thereby. The controller 18 then signalsthe linear actuator 38 to partially retract the extendable flexibletensile element 30 back into the chase vehicle 12, thereby partiallywithdrawing the first coupling element 28 from the central capturesocket 42, and simultaneously retracting a linearly-actuated cam element76 towards the first support structure 36 of the chaser portion 10.1 ofthe docking system 10, wherein the linearly-actuated cam element 76 isattached to the extendable flexible tensile element 30 at a relativelycentral location along the extendable flexible tensile element 30relative to the first coupling element 28. The extendable flexibletensile element 30 is retracted until the linearly-actuated cam element76 engages a plurality of rotary cam followers 78, each of which ishinged about a corresponding pivot 80 that depends from the firstsupport structure 36, thereby causing the rotary cam followers 78 torotate and engage an aft edge 82 of the probe head 46, thereby furthercompressing the probe head 46 against the central docking cone 40 andgenerating an aftwardly-directed force on the first support structure 36through the pivots 80, which acts to separate the chaser 10.1 and target10.2 portions of the docking system 10 from one another, which areotherwise maintained in engagement by the action of the distalauto-alignment load-bearing guideposts 60 captured within the associateddistal capture sockets 62 against the corresponding aft portions 84 ofthe associated corresponding distal capture mechanisms 64.

For example, in one set of embodiments, there are a plurality of threedistal auto-alignment load-bearing guideposts 60 and correspondingdistal capture sockets 62 arranged in a triangular pattern around, andproximate to the periphery of, the first 10.1 and second 10.2 portionsof the docking system 10, which provides for three sets of contactsurfaces 86 on the associated aft portions 84 of the correspondingdistal capture mechanisms 64 where the first 10.1 and second 10.2portions of the docking system 10 abut one another, wherein upon arigidization of the docking system 10 caused by the aftwardly-directedforce on the distal auto-alignment load-bearing guideposts 60 from thefirst support structure 36 of the chaser portion 10.1 of the dockingsystem 10 reacting against a forwardly-directed force on the distalcapture mechanisms 64 from a second support structure 88 of the targetportion 10.1 of the docking system 10, caused by the compressive forceof the probe head 46 acting upon the central docking cone 40 and as aresult, acting upon the second support structure 88 from which thecentral docking cone 40 and the associated distal capture sockets 62 anddistal capture mechanisms 64 depend. The contact surfaces 86 are adaptedto prevent relative translation and rotation of the first 10.1 andsecond 10.2 portions of the docking system 10 relative to one another,thereby further stabilizing the coupling of the chase 12 and target 14vehicles. Furthermore, the compressive force holding the distalauto-alignment load-bearing guideposts 60 against the associated contactsurfaces 86 of the distal capture mechanisms 64, being distal relativeto the first 24.1 and second 24.2 roll axes, provides for rigidizing thecoupling between the chase 12 and target 14 vehicles. In anotherembodiment, following the rigidization of the docking system 10, thetransfer devices or conduits 26.1, 26.2 of the chase 12 and target 14vehicles, if present, engage or align with one another so as to providefor transfer of material, fluid, electrical power or informationtherebetween.

Referring to FIG. 6, the process of undocking the chase 12 and target 14vehicles commences with the controller 18 signaling primary distalrelease mechanisms 90 associated with each of the distal capturemechanisms 64 so as to cause the associated distal capture mechanisms 64to release the corresponding associated distal auto-alignmentload-bearing guideposts 60 from capture within the corresponding distalcapture sockets 62, thereby relieving the rigidization forces actingbetween the distal auto-alignment load-bearing guideposts 60 and thecontact surfaces 86 of the distal capture mechanisms 64, therebyenabling the compressive force of the probe head 46 acting upon thecentral docking cone 40—caused by the compressed helical compressionspring 54—to separate the chaser 10.1 and target 10.2 portions of thedocking system 10 from one another, thereby undocking the target vehicle14 from the chase vehicle 12. For example, in one set of embodiments theprimary distal release mechanisms 90 comprise a release solenoids 92that act upon corresponding central push rods 94 that extend throughcorresponding associated central bores 96 in each of the correspondingassociated distal auto-alignment load-bearing guideposts 60, and whichact upon the corresponding associated distal capture mechanisms 64 so asto cause the release of the distal auto-alignment load-bearingguideposts 60 thereby. If the thrusters 16 on the chase vehicle 12 aresimultaneously activated so as to generate a thrust away from the targetvehicle 14 with a magnitude greater than or equal to the rigidizationforce, then the undocking process would not impart a substantial forceupon the target vehicle 14, and would leave the target vehicle 14, if ina substantially zero gravity field, substantially unperturbed relativeto its position prior to undocking.

The target vehicle 14 incorporates a secondary central release mechanism98 associated with the central capture mechanism 44, and incorporatessecondary distal release mechanisms 100 associated with each of thedistal capture mechanisms 64, so as to provide for independentlyreleasing the central capture mechanism 44 or the distal capturemechanisms 64, for example, responsive to a signal or signals from aseparate controller 102 in the target vehicle 14, for example, in theevent of a failure of the primary central release mechanism 68 torelease the central capture mechanism 44, or any of the primary distalrelease mechanisms 90 to release the corresponding distal capturemechanisms 64.

Although the distal auto-alignment load-bearing guideposts 60 have beenillustrated in association with the chaser portion 10.1 of the dockingsystem 10, and the corresponding distal capture sockets 62 have beenillustrated in association with the target portion 10.2 of the dockingsystem 10, it should be understood that the distal auto-alignmentload-bearing guideposts 60 could also be associated with the targetportion 10.2 of the docking system 10, or some of the distalauto-alignment load-bearing guideposts 60 could be associated with, e.g.located on, the chaser portion 10.1 of the docking system 10, and theremaining distal auto-alignment load-bearing guideposts 60 could beassociated with, e.g. located on, the target portion 10.2 of the dockingsystem 10, wherein for a particular distal auto-alignment load-bearingguideposts 60 associated with, e.g. located on, one of the chaser 10.1and target 10.2 portions of the docking system 10, the correspondingdistal capture sockets 62 would be associated with, e.g. located on, theother of the target 10.2 and chaser 10.1 portions of the docking system10.

Referring to FIGS. 7 a through 21, there is illustrated a physicalembodiment of a docking system 10 that provides for the functionalitydescribed hereinabove, various details of which will now be described ingreater detail.

Referring to FIGS. 7 a and 7 b, a first support structure 36 of thechaser portion 10.1 of the docking system 10 supports an extendableflexible tensile element 30 adapted to operate along a central dockingaxis 104 for soft docking, supports a centrally-located spring-loadedprobe head 46 adapted to operate thereabout along the central dockingaxis 104 for hard docking, and supports three distal auto-alignmentload-bearing guideposts 60 distally distributed about the centraldocking axis 104 for docking rigidization, wherein the central dockingaxis 104 is collinear with an associated first roll axis 24.1 of thechaser portion 10.1 of the docking system 10.

The probe head 46 is adapted to slide along the central docking axis 104over a hollow stub shaft 52 extending from the first support structure36. The probe head 46 is biased away from the first support structure 36along the hollow stub shaft 52 by a helical compression spring 54operative therebetween, so as to provide for compliance between thechaser 10.1 and target 10.2 portions of the docking system 10, so as toprovide for absorbing docking-induced forces imparted by a collision ofassociated parts during a docking operation, for example, during thehard-dock phase of a docking operation. The helical compression spring54 also provides for imparting a small push-off force during anundocking operation to aid in separating the chase 12 and target 14vehicles. The probe head 46 is shaped so as to provide for mating withan associated concave conical surface 48 of a central docking cone 40 ofan associated target portion 10.2 of the docking system 10. For example,in one embodiment, a forward surface 106 of the probe head 46 comprisesat least a portion of a convex conical boundary. For example, in theembodiment illustrated in FIGS. 7 a and 7 b, the probe head 46 comprisesa central hub 108 with three radial fin-like protrusions 110 therefrom,each of which has an oblique forward surface 106′ that is sloped so asto conform to the corresponding slope of an associated central dockingcone 40 of an associated target portion 10.2 of the docking system 10.The probe head 46 is constructed of a relatively rigid, tough material,such as metal.

The extendable flexible tensile element 30 extends from an associatedlinear positioning and tensioning system 112 passes through a centralopening 34 in the first support structure 36, through a central bore 114in the hollow stub shaft 52, and through a central bore 50 in the probehead 46. For example, the extendable flexible tensile element 30comprises a docking cable assembly 32 comprising a cable sheath 116surrounding a central bore 74, wherein, a forward end 118 of the dockingcable assembly 32 incorporates a first coupling element 28, for example,a spherical ball first coupling element 28′ attached thereto, whereinthe central bore 74 of the docking cable assembly 32 extends through thespherical ball first coupling element 28′. The spherical ball firstcoupling element 28′ is constructed of a relatively rigid, toughmaterial, such as metal, and is adapted to be received by a centralcapture socket 42 of the associated target portion 10.2 of the dockingsystem 10, and to be captured during an associated soft-docking processby an associated central capture mechanism 44 associated therewith. Acentral push rod 72 located within the central bore 74 of the dockingcable assembly 32 is operatively coupled to an associated releasesolenoid 70 that provides for sliding the central push rod 72 within thecentral bore 74, and providing for releasing the associated centralcapture mechanism 44 by pushing with a forward end 119 of the centralpush rod 72 thereagainst. Alternatively, the release solenoid 70 couldbe substituted with some other type linear actuator, for example, amotor-driven screw mechanism, or a motor- or rotary-solenoid-drivenrack-and-pinion mechanism. The docking cable assembly 32 is adapted tosupport a tensile force therein, but is otherwise relatively compliantin bending so as to not transmit substantial shear forces, or momentsfrom one end to the other.

The linear positioning and tensioning system 112, for example, comprisesa linear actuator 38 operative in the chaser portion 10.1 of the dockingsystem 10 between the first support structure 36 and the docking cableassembly 32 thereof. For example, in one embodiment, the linearpositioning and tensioning system 112 and linear actuator 38 comprise aball lead-screw 120 driven, for example, through a belt-drive system122, by a motor 124 supported from a set of brackets 126 attached to thefirst support structure 36 of the chaser portion 10.1 of the dockingsystem 10. A shuttle 128 incorporates a ball nut 130 that engages theball lead-screw 120, the latter of which is supported from the firstsupport structure 36 by at least one thrust bearing 132, so as toprovide for translating the shuttle 128 relative to the first supportstructure 36 responsive to a rotation of the ball lead-screw 120 by themotor 124, responsive to a signal from an associated controller 18. Thedocking cable assembly 32 and associated release solenoid 70 areoperatively coupled to the shuttle 128 so as to translate therewith.Accordingly, the linear positioning and tensioning system 112 providesfor either extending or retracting the docking cable assembly 32 andassociated release solenoid 70 from or into the chaser portion 10.1 ofthe docking system 10 responsive to a signal from the controller 18.

A plurality of rotary cam followers 78 of an associated cam-actuatedloading mechanism 134 are supported on associated pivots 80 depend fromthe first support structure 36, or from brackets 136 operatively coupledthereto. The rotary cam followers 78 are driven by an associatedlinearly-actuated cam element 76, for example, a sphericallinearly-actuated cam element 76′, for example, constructed of metal, onthe docking cable assembly 32 responsive to a linear retraction of thedocking cable assembly 32 into the chaser portion 10.1 of the dockingsystem 10 by the linear positioning and tensioning system 112. Therotary cam followers 78 are rotated responsive to a linear translationof the spherical linearly-actuated cam element 76′ thereunder engagedtherewith, and as a result, ride against an aft edge 82 of the probehead 46 so as to provide for driving the probe head 46 in a forwarddirection 138 responsive to a retraction of the docking cable assembly32 by the linear positioning and tensioning system 112. For example, inone embodiment, there are a plurality of three rotary cam followers 78equi-angularly spaced around the central docking axis 104, which providefor a balanced loading of the spherical linearly-actuated cam element76′ by the rotary cam followers 78 as the spherical linearly-actuatedcam element 76′ is actuated, wherein each rotary cam follower 78 isadapted to cooperate with the aft edge 82 of a different radial fin-likeprotrusion 110 of the associated probe head 46.

Each of the distal auto-alignment load-bearing guideposts 60 extendingfrom the first support structure 36 comprises a rigid post 140, forexample, constructed of metal, and adapted with an associated secondcoupling element 142, for example, a spherical end 142′, at the forwardend 144 thereof, and which incorporates a central bore 96 that extendsthrough the post 140 and the spherical end 140. Each spherical end 142′of the distal auto-alignment load-bearing guideposts 60 is adapted tocooperate with any of the distal capture sockets 62 and associateddistal capture mechanisms 64 of the target portion 10.2 of the dockingsystem 10 so as to be capturable thereby. A central push rod 94 withinthe central bore 96 is adapted to be actuated by an associated releasesolenoid 92, so as to provide for releasing the associated distalcapture mechanism 64 following capture of the associated distalauto-alignment load-bearing guidepost 60 thereby.

Referring to FIGS. 8 a, 8 b and 9, a second support structure 88 of thetarget portion 10.2 of the docking system 10 supports a central dockingcone 40 and an associated central capture socket 42 and central capturemechanism 44, each aligned with an associated central docking axis 146,adapted to cooperate respectively with the probe head 46 and the firstcoupling element 28 of the docking cable assembly 32; and supports threedistal docking cones 66 and associated distal capture sockets 62 anddistal capture mechanisms 64 adapted to cooperate with the correspondingthree distal auto-alignment load-bearing guideposts 60.

The central docking cone 40 provides for guiding the first couplingelement 28 of the docking cable assembly 32 into the central capturesocket 42 during the soft-docking process, and for then aligning withthe probe head 46 during a subsequent hard-docking process. The centraldocking cone 40 can be made as wide or as narrow as necessary to capturethe first coupling element 28 as it is extended outward from the chaserportion 10.1 of the docking system 10, depending upon the initialpositioning accuracy of the associated autonomous guidance, navigationand control system 20.

The central docking cone 40 leads continuously into the associatedcentral capture socket 42 that, together with the associated centralcapture mechanism 44, provides for capturing the first coupling element28, e.g. the spherical ball first coupling element 28′, of the dockingcable assembly 32 at the culmination of the soft-docking process. Forexample, if the chase 12 and target 14 vehicles are initially misalignedat the commencement of docking, then during the initial soft-dockingprocess, the first coupling element 28 will initially contact thesurface of the central docking cone 40, and then be guided thereby alongthe surface thereof into the associated central capture socket 42. Forexample, in one embodiment, the central capture mechanism 44 comprises athree-pronged central trigger latch mechanism 148 comprising threecorresponding associated central latch assemblies 150, each operativewithin a corresponding associated latch assembly housing 152. Thecentral latch assemblies 150 are each spring-biased in an open state soas to provide for the spherical ball first coupling element 28′ to fullyenter the associated central capture socket 42. Following entry of thespherical ball first coupling element 28′ into the central capturesocket 42, the spherical ball first coupling element 28′ depress androtate the latch levers 154 of the associated central latch assemblies150, which when sufficiently rotated become latched into a closed stateso as to provide for capturing the spherical ball first coupling element28′ within the central capture socket 42.

In order to unlatch the central capture mechanism 44—and as a result,release the first coupling element 28 therefrom—the central push rod 72is actuated by the release solenoid 70 associated therewith in thechaser portion 10.1 of the docking system 10. As a backup, the targetportion 10.2 of the docking system 10 incorporates a secondary centralrelease mechanism 98 in order to also provide of unlatching the centralcapture mechanism 44 in the event of a failure of the central capturemechanism 44 to be released by the release solenoid 70 acting on thecentral push rod 72 in the chaser portion 10.1 of the docking system 10.

The three distal docking cones 66 and associated distal capture sockets62 and distal capture mechanisms 64 provide for aligning and capturingthe distal auto-alignment load-bearing guideposts 60 during thehard-docking process, and the distal capture mechanisms 64 subsequentlyprovide for docking rigidization during a subsequent rigidizationprocess. An anti-roll shield 156, for example, comprising a metal collar156′, extends aftward from the entrance opening 158 of each distaldocking cone 66, and provides a physical boundary to the lateral motionof the distal auto-alignment load-bearing guideposts 60 during docking,so as to limit any relative roll of the chaser 10.1 and target 10.2portions of the docking system 10 to be within the capture boundaries ofthe docking system 10. The three distal docking cones 66 provide forcoarsely aligning—by a combination of roll, pitch and yaw rotationsabout the Z, X and Y axes, respectively, towards and alignment of thecentral docking axes 104, 146 of the chaser 10.1 and target 10.2portions of the docking system 10—the distal auto-alignment load-bearingguideposts 60 with the associated distal capture sockets 62 as thechaser 10.1 and target 10.2 portions of the docking system 10 arebrought together—either during the soft-docking process by theretraction of the docking cable assembly 32 into the chaser portion 10.1of the docking system 10, or directly by action of the autonomousguidance, navigation and control system 20 and associated thrusters 16of the chase vehicle 12, absent an associated soft-dockingprocess—responsive to the interaction of the spherical ends 142 of thedistal auto-alignment load-bearing guideposts 60 sliding against thedistal docking cones 66, guided by the distal docking cone 66 towardsthe apexes thereof and subsequent entry into the distal capture sockets62.

The distal capture sockets 62 provide for a fine control of alignment ofthe distal auto-alignment load-bearing guideposts 60 after the distalauto-alignment load-bearing guideposts 60 are guided thereinto by theassociated distal docking cones 66. Each distal capture socket 62incorporates, at the forward end 160 thereof, an associated distalcapture mechanism 64 comprising a distal latch assembly 162 thatincorporates an associated latch lever 164 operative within anassociated latch assembly housing 166. Each distal latch assembly 162 isnormally in an unlatched state, but becomes latched when an associateddistal auto-alignment load-bearing guidepost 60 depresses and trips theassociated latch lever 164 thereof, so as to provide for capturing thedistal auto-alignment load-bearing guidepost 60 within the associateddistal capture socket 62.

FIGS. 9-21 illustrate the operation and further details of the dockingsystem 10.

Referring to FIG. 9, the chaser 10.1 and target 10.2 portions of thedocking system 10 are illustrated in proximity to one another, with theassociated chase vehicle 12 approaching the target vehicle 14, whereinthe chase vehicle 12 is positioned under control of an associatedautonomous guidance, navigation and control system 20 that controlsassociated thrusters 16, for example, as illustrated in FIG. 1.Alternatively, or additionally, the target vehicle 14 could bepositioned under control of a similar autonomous guidance, navigationand control system 20′ that control associated thrusters 16′. Thedocking cable assembly 32 is retracted in a stowed position within thechaser portion 10.1 of the docking system 10, wherein the sphericallinearly-actuated cam element 76′ is bottomed out against the rotary camfollowers 78. The probe head 46 is biased by the associated helicalcompression spring 54 in a forward direction 138 relative to the hollowstub shaft 52. The latch levers 154, 164 in the central 150 and distal162 latch assemblies are rotationally biased in an open position byassociated helical torsion springs 168 that act between a pin 170depending from the associated latch assembly housing 152, 166 associatedwith each latch lever 154, 164, and an edge 172 of a recess 174 on aside of the latch lever 154, 164, wherein each latch lever 154, 164 isadapted to rotate about a pivot 176 depending from the latch assemblyhousing 152, 166, and one shaped quadrant 178 of each latch lever 154,164 is shaped in cooperation with the associated central 42 and distal62 capture sockets so as to provide for receiving the associatedspherical ball first coupling element 28′ of the docking cable assembly32, and the associated spherical end 142′ of the distal auto-alignmentload-bearing guideposts 60, respectively, when the latch lever 154, 164is in an open position; and so as to provide for capturing theassociated spherical ball first coupling element 28′ of the dockingcable assembly 32, and the associated spherical end 142′ of the distalauto-alignment load-bearing guideposts 60, respectively, when the latchlever 154, 164 is in a closed position, as will be described in greaterdetail hereinbelow in conjunction with FIGS. 13 a-d and 14 a-c. FIG. 9illustrates both the chaser 10.1 and target 10.2 portions of the dockingsystem 10 in a passive, quiescent state in preparation for docking, withno power being required thereby to maintain the associated components inthis condition.

Referring to FIG. 10, after the chase 12 and target 14 vehicles havebeen sufficiently closely aligned so as to enable docking—i.e. so thatthe docking cable assembly 32, when extended from the chase vehicle 12,will engage the central docking cone 40 of the target vehicle 14; and sothat when the chase 12 and target 14 vehicles are drawn together by thedocking cable assembly 32, the distal auto-alignment load-bearingguideposts 60 of the chase vehicle 12 will engage corresponding distaldocking cones 66 of the target vehicle 14—then the linear actuator 38 isactuated to extend the docking cable assembly 32 from the chaser portion10.1 of the docking system 10 towards the central docking cone 40 of thetarget vehicle 14. More particularly, the associated motor 124 rotatesthe ball lead-screw 120 through the associated belt-drive system 122,and causing the associated ball nut 130 and shuttle 128 attached theretoto translate along the ball lead-screw 120, causing the docking cableassembly 32 attached to the shuttle 128 to extend in a forward direction138 from the chaser portion 10.1 of the docking system 10.

Referring to FIG. 11, the docking cable assembly 32 is further extendedby the linear actuator 38—possibly while the chase 12 and target 14vehicles are propelled further together by the associated thrusters 16,16′ so as to reduce their associated separation distance—until thespherical ball first coupling element 28′ at the end of the dockingcable assembly 32 either enters the central capture socket 42 of thetarget portion 10.2 of the docking system 10 directly, or is guidedthereinto by the central docking cone 40, and thereafter until thespherical ball first coupling element 28′ engages the latch levers 154of the central latch assemblies 150 of the central capture mechanism 44associated with the central capture socket 42, and depresses the forwardedge portion 180 of the shaped quadrant 178 of the associated latchlevers 154, thereby causing the latch levers 154 to rotate about theirassociated pivots 176, thereby causing a capture surface of an aft edgeportion 182 of the shaped quadrant 178 of the associated latch levers154 to capture a corresponding aft portion 184 of the spherical ballfirst coupling element 28′, until notches 186 in adjacent quadrants 188of the latch levers 154 become sufficiently aligned with an aft-biasedspring-loaded latch lock piston 190 so as to receive the latch lockpiston 190 responsive to the aftward bias force of an associated helicalcompression spring 192 acting between the latch lock piston 190 and theassociated latch assembly housing 152, thereby causing the latch levers154 to become latched in a closed position, capturing the spherical ballfirst coupling element 28′ of the docking cable assembly 32 therewithin,so that the chase 12 and target 14 vehicles thereby become soft docked.With the latch levers 154 latched in the closed position, the engagementof the latch lock piston 190 in the notches 186 prevents the latchlevers 154 from rotating back into the open position.

When soft docked, the chase 12 and target 14 vehicles are tethered andcannot drift apart. The soft-docking process provides for the capture ofthe target vehicle 14 by the chase vehicle 12 by a method that impartslittle or no force on the target vehicle 14. Furthermore, either theamount of initial extension of the docking cable assembly 32 is such, orthe docking cable assembly 32 is subsequently retracted by the linearactuator 38 into the chaser portion 10.1 of the docking system 10, sothat the spherical ends 142 of the distal auto-alignment load-bearingguideposts 60 of the chaser portion 10.1 of the docking system 10 areforward of the aft boundary 194 of the anti-roll shields 156 of thetarget portion 10.2 of the docking system 10, which thereby provides forlimiting rotation of the chase 12 and target 14 vehicles with respect toone another about the central docking axes 104, 146, the limitsoccurring when the spherical ends 142 of the distal auto-alignmentload-bearing guideposts 60 abut the inside surfaces of the anti-rollshields 156.

Referring to FIG. 12, following soft docking, the linear actuator 38 isreversed so as to retract the docking cable assembly 32 into the chaserportion 10.1 of the docking system 10, which brings the chaser 10.1 andtarget 10.2 portions of the docking system 10 together until thespring-loaded probe head 46 on the chaser portion 10.1 of the dockingsystem 10 contacts the central docking cone 40 of the target portion10.2 of the docking system 10. The helical compression spring 54 thatspring-loads the probe head 46 provides some cushioning of the impactforces that result of the initial hard contact of the probe head 46 withthe central docking cone 40, and provides for tolerating misalignment ofthe chase 12 and target 14 vehicles prior to docking. Furthermore, theengagement of the probe head 46 with the central docking cone 40provides for at least roughly aligning the central docking axes 104, 146of the chaser 10.1 and target 10.2 portions of the docking system 10with one another, thereby mitigating against relatively large-anglepitch and yaw relative misalignments and transverse movement of thechase 12 and target 14 vehicles relative to one another. As the dockingcable assembly 32 is retracted into the chaser portion 10.1 of thedocking system 10, and if the chase 12 and target 14 vehicles aremisaligned, the spherical ends 142 of one or more of the distalauto-alignment load-bearing guideposts 60 of the chaser portion 10.1 ofthe docking system 10 interact with corresponding distal docking cones66 of the target portion 10.2 of the docking system 10, so as tocooperate with the interaction of the probe head 46 with the centraldocking cone 40 in providing for roughly aligning the central dockingaxes 104, 146 of the chaser 10.1 and target 10.2 portions of the dockingsystem 10 with one another. As illustrated in FIG. 12, the chase 12 andtarget 14 vehicles become hard docked after the probe head 46 is fullyseated in the central docking cone 40, with the spherical ends 142 ofthe distal auto-alignment load-bearing guideposts 60 at least commencingentry into the associated distal capture sockets 62.

FIGS. 13 a-13 d illustrate the operation of the distal docking cone 66,distal capture socket 62 and distal latch assembly 162, and the processby which an associated distal auto-alignment load-bearing guidepost 60is captured thereby. In FIG. 13 a, the distal auto-alignmentload-bearing guidepost 60 is illustrated in proximity to the distaldocking cone 66, but misaligned with respect to the associated distalcapture socket 62. Referring to FIG. 13 b, as the chase 12 and target 14vehicles are brought closer together, either by the retraction of thedocking cable assembly 32, or by the action of the thrusters 16, 16′ onthe chase 12 or target 14 vehicles, eventually the spherical end 142′ ofthe distal auto-alignment load-bearing guidepost 60 contacts the innersurface 66.1 of the distal docking cone 66, and is guided therebytowards and, as illustrated in FIG. 13 c, into the distal capture socket62 as the chase 12 and target 14 vehicles are continued to be broughtcloser together. Accordingly, as illustrated in FIGS. 13 a-13 c, thedistal docking cone 66 provides for accommodating roll and positionalmisalignments of the chase 12 and target 14 vehicles during a dockingoperation. The latch lever 164 in the distal latch assembly 162 isrotationally biased in an open position by an associated helical torsionsprings 168 that acts between a pin 170 depending from the associatedlatch assembly housing 166 and an edge 172 of a recess 174 on a side ofthe latch lever 164, wherein the latch lever 164 is adapted to rotateabout a pivot 176 depending from the latch assembly housing 166. Oneshaped quadrant 178 of the latch lever 164 is shaped in cooperation withthe associated distal capture socket 62 so as to provide for receivingthe associated spherical end 142′ of the distal auto-alignmentload-bearing guideposts 60. For example, FIG. 13 c illustrates thespherical end 142′ of the distal auto-alignment load-bearing guideposts60 entering the shaped quadrant 178 of the latch lever 164. The distallatch assembly 162 further comprises a latch lock piston 190 adapted toslide within a bore 196 in the latch assembly housing 166, and aftwardlybiased by an associated helical compression spring 192 acting betweenthe latch lock piston 190 and the associated latch assembly housing 166,so as to cause the latch lock piston 190 to ride against an outer radialsurface 198 of an adjacent quadrant 188 of the latch lever 164 that isadjacent to the shaped quadrant 178. Referring to FIG. 13 d, as thechase 12 and target 14 vehicles are continued to be brought closertogether after the hard docking thereof and during an initial phase of asubsequent rigidization process, the spherical end 142′ of the distalauto-alignment load-bearing guideposts 60 further enters the distalcapture socket 62 and further engages the shaped quadrant 178 of thelatch lever 164, until eventually depressing a forward edge portion 180of the shaped quadrant 178 of the latch lever 164, thereby causing thelatch lever 164 to rotate about the associated pivot 176, therebycausing a capture surface of an aft edge portion 182 of the shapedquadrant 178 to capture a corresponding aft portion 200 of the sphericalend 142′ of the distal auto-alignment load-bearing guidepost 60, until anotch 186 in adjacent quadrant 188 of the latch levers 164 becomessufficiently aligned with an aft-biased spring-loaded latch lock piston190 so as to receive the latch lock piston 190 responsive to the aftwardbias force of the associated helical compression spring 192, therebycausing the latch lever 164 to become latched in a closed position,capturing the spherical end 142′ of the distal auto-alignmentload-bearing guideposts 60 within the distal capture socket 62. With thelatch lever 164 latched in the closed position, the engagement of thelatch lock piston 190 in the notch 186 prevents the latch lever 164 fromrotating back into the open position.

Referring to FIGS. 14 a-14 c, different latch levers 164, 164.1, 164.2,164.3 of the three distal latch assemblies 162 incorporate differentlyshaped aft edge portions 182, 182.1, 182.2, 182.3 of the associatedshaped quadrant 178, so that the interfaces between the capture surfacesof the aft edge portions 182.1, 182.2, 182.3 of the associated shapedquadrants 178 of the distal latch assemblies 162, 162.1, 162.2, 162.3and portions 200 of the corresponding spherical ends 142 of the distalauto-alignment load-bearing guideposts 60 engaged therewith collectivelyprovide for a kinematic triad upon subsequent rigidization of thedocking system 10 during a subsequent rigidization process, wherein akinematic triad is defined as a collection of three sets of contactsurfaces in a physical interface with one another that in combinationwith a preloading force from hard dock an/or rigidization eliminateexactly six degrees of freedom of movement at the interface thereof,without over-constraining that interface, so as to provide for athree-point kinematic rigidization system that provides for relativelyprecise and repeatable rotational and translational alignment of thechase 12 and target 14 vehicles at the docking interface.

A free rigid body in space has three degrees of freedom in translation(i.e. independent translations along the X, Y, and Z axes), and threedegrees of freedom in rotation (i.e. independent rotations about X, Y,and Z axes). Accordingly, a kinematic triad between first and secondrigid bodies would therefore prevent relative translation or rotationthereof, so the kinematically, the first and second rigid bodies wouldtherefore act as a single rigid body. For example, one embodiment of akinematic triad is provided by three spherical or hemi-sphericalsurfaces of the first body in respective cooperation with a planaralignment surface, a concave spherical, conical or tri-planar alignmentsurface, and a V-grooved alignment surface of the second body. As theterm is used herein, a tri-planar alignment surface comprises threeplanar surfaces, each oblique relative to one another and bounding aportion of an associated socket. For example, a retro-reflector is anexample of a tri-planar surface for which each of the underlying planarsurfaces are orthogonal to one another. A kinematic triad provides forrepeatably and precisely aligning two bodies with respect to oneanother, in both rotation and translation, and for preventing the matingsurfaces from binding with one another as a result of interference.

More particularly, referring to FIGS. 14 a and 8 b, the capture surfaceof an aft edge portion 182.1 of a first latch lever 164.1 of a firstdistal latch assembly 162.1 comprises a planar surface 202, which incooperation with a preloading force from hard dock an/or rigidizationprovides for constraining one degree-of-freedom of movement. Referringto FIGS. 14 b and 8 b, the capture surface of an aft edge portion 182.2of a second latch lever 164.2 of a second distal latch assembly 162.2comprises a concave spherical, conical or tri-planar surface 204 havinga radius of curvature substantially equal to that of the spherical end142′ of the distal auto-alignment load-bearing guideposts 60, which incooperation with a preloading force from hard dock an/or rigidizationprovides for constraining three degrees-of-freedom of movement. Finally,referring to FIGS. 14 c and 8 b, the capture surface of an aft edgeportion 182.3 of a third latch lever 164.3 of a third distal latchassembly 162.3 comprises a V-groove surface 206, which in cooperationwith a preloading force from hard dock an/or rigidization provides forconstraining two degrees-of-freedom of movement. Accordingly, when theaft portions 200 of the distal auto-alignment load-bearing guideposts 60are loaded against the capture surfaces of aft edge portions 182.1,182.2, 182.3 of the first 164.1, second 164.2 and third 164.3 latchlevers, respectively, during a subsequent rigidization process, exactlysix degrees of freedom are eliminated at the interface of the chaser10.1 and target 10.2 portions of the docking system 10, with noover-constraint, so as to provide for a solid, well-defined load path inthe interface, and so as to provide for a deterministic positioningsystem.

Whereas each distal capture mechanism 64 incorporates a singleassociated distal latch assembly 162, the central capture mechanism 44comprises a central trigger latch mechanism 148 incorporating threesubstantially identical central latch assemblies 150, for example, thatare arranged at 120 degree intervals around the central docking axis 146of the target portion 10.2 of the docking system 10. Each of the threecentral latch assemblies 150 of the central capture mechanism 44 aresimilar to the distal latch assembly 162 illustrated in FIGS. 13 a-13 d,with the exception that each of the associated latch levers 154incorporate the same type capture surface in the associated aft edgeportion 182 thereof. For example, in one embodiment, each aft edgeportion 182 of the three latch levers 154 of the three central latchassemblies 150 of the central capture mechanism 44 incorporate a concavespherical, conical or tri-planar surface 204, although alternatively,for example, either a planar surface 202 or a V-groove surface 206 couldbe used.

Referring to FIG. 15, following the hard docking of the chase 12 andtarget 14 vehicles, with the probe head 46 seated in the central dockingcone 40, and the distal auto-alignment load-bearing guideposts 60entering the associated distal capture sockets 62, for example, asillustrated in FIGS. 12 and 13 c, the docking cable assembly 32 isfurther retracted into the chaser portion 10.1 of the docking system 10so as to provide for capturing the spherical ends 142 of the distalauto-alignment load-bearing guideposts 60 in the distal capture sockets62 with the distal capture mechanisms 64, and the further retraction ofthe docking cable assembly 32 compresses the probe head 46 against theassociated helical compression spring 54, thereby increasing thecompressive force on the central docking cone 40 by the probe head 46while also increasing the tension in the docking cable assembly 32 andthe associated compressive force by the aft portion 184 of the sphericalball first coupling element 28′ against the capture surfaces of the aftedge portion 182 of the latch levers 154 of the central latch assemblies150 of the central capture mechanism 44, which partially rigidizes theinterface between the chaser 10.1 and target 10.2 portions of thedocking system 10. The further retraction of the docking cable assembly32 continues until the latch levers 164 of the distal latch assemblies162 are all latched in the closed position, as illustrated in FIGS. 13 dand 15. The chaser 10.1 and target 10.2 portions of the docking system10 are physically coupled, although prior to the final rigidizationprocess, the interface therebetween still provides for some relativemovement thereof. The distal auto-alignment load-bearing guideposts 60seated in the distal capture sockets 62 provide for substantial rollalignment for of the chaser 10.1 and target 10.2 portions of the dockingsystem 10.

Referring to FIG. 16, following capture of the distal auto-alignmentload-bearing guideposts 60 by the corresponding distal capturemechanisms 64, the release solenoid 70 of the primary central releasemechanism 68 is actuated so as to cause the associated central push rod72 to slide within the central bore 74 of the docking cable assembly 32and press against the latch lock piston 190 until the latch lock piston190 is released from engagement with the notches 186 in the adjacentquadrants 188 of the latch levers 154 of the central latch assemblies150, thereby enabling each of the latch levers 154 of the central latchassemblies 150 to rotate to the open position, responsive to the biastorsion provided by the helical torsion springs 168 and to the aft forceof the spherical ball first coupling element 28′ against the capturesurfaces of the aft edge portions 182 of the latch levers 154 responsiveto the tension in the docking cable assembly 32, thereby releasing thespherical ball first coupling element 28′ from capture by the centraltrigger latch mechanism 148. Alternatively, the tension in the dockingcable assembly 32 can be at least partially relaxed in conjunction withthe actuation of the primary central release mechanism 68 so as toreduce the associated clamping forces on the latch lock piston 190 bythe notches 186 of the latch levers 154, so as to provide for, or assistwith, the release of the latch lock piston 190 from the notches 186 ofthe latch levers 154. In various embodiments, the primary centralrelease mechanism 68 may comprise either a single release solenoid 70,or a plurality of redundant release solenoids 70, surrounding either thecentral push rod 72, or a common plunger 208 operatively associatedtherewith or a part thereof. Alternative to, or in a redundant additionto, the actuation of the primary central release mechanism 68, thesecondary central release mechanism 98, for example, comprising anassociated release solenoid 210, or a plurality of redundant releasesolenoids 210, either surrounding the latch lock piston 190 orsurrounding a common plunger 212 operatively connected thereto or a partthereof, may be actuated from the target portion 10.2 of the dockingsystem 10 so as to similarly release the latch lock piston 190 from thenotches 186 of the latch levers 154, and thereby provide for releasingthe spherical ball first coupling element 28′ from capture by thecentral trigger latch mechanism 148. Following release of the sphericalball first coupling element 28′ from capture by the central triggerlatch mechanism 14, the docking cable assembly 32 is retracted into thechaser portion 10.1 of the docking system 10 by the linear actuator 38until, as illustrated in FIGS. 16 and 17 a, first the sphericallinearly-actuated cam element 76′ on the docking cable assembly 32contacts the associated rotary cam followers 78, and then, asillustrated in FIGS. 17 b-c is further retracted so as to rotate therotary cam followers 78 with the spherical linearly-actuated cam element76′, and thereby apply a forward-directed compressive force to the probehead 46, which similarly applies a forward-directed compressive force tothe central docking cone 40, which acts to separate the chaser 10.1 andtarget 10.2 portions of the docking system 10, the separation of whichis resisted by the distal auto-alignment load-bearing guideposts 60captured by the distal capture mechanisms 64 within the distal capturesockets 62, thereby causing the aft portions 200 of the spherical ends142 of the distal auto-alignment load-bearing guideposts 60 to be forcedagainst the capture surfaces of the aft edge portions 182, 182.1, 182.2,182.3 of the associated latch levers 164, 164.1, 164.2, 164.3 of theassociated distal latch assemblies 162, 162.1, 162.2, 162.3, therebyrigidizing the docking system 10, as illustrated in FIG. 18. In theembodiment illustrated in FIGS. 17 a-c, each rotary cam follower 78operates over a range of about 60 degrees, and each rotary cam follower78 and its associated pivot 80 are adapted so that when fully rotatedagainst the probe head 46, as is illustrated in FIG. 17 c, the point ofcontact 214 of the forward surface 216 of the rotary cam follower 78with the aft surface 218 of the probe head 46 is substantially in-linewith the pivot 80, so that the line of action 220 of the associatedcompressive force 222 between the rotary cam follower 78 and the probehead 46 substantially passes through the pivot 80, thereby reducing orsubstantially eliminating an associated torque on the rotary camfollower 78 from the associated force 222, so as to prevent the rotarycam follower 78 from rotating back, which if rotated back would reducethe force 222 on the probe head 46 and thereby relatively loosen theinterface between the chaser 10.1 and target 10.2 portions of thedocking system 10. Accordingly, the rotary cam follower 78 becomessubstantially rigidly locked in position, so as to maintain therigidization force 222 acting between the probe head 46 and the centraldocking cone 40, and acting between the distal auto-alignmentload-bearing guideposts 60 and the associated distal latch assemblies162, 162.1, 162.2, 162.3.

With the capture surfaces of the aft edge portions 182, 182.1, 182.2,182.3 of the associated latch levers 164, 164.1, 164.2, 164.3 of theassociated distal latch assemblies 162, 162.1, 162.2, 162.3 adapted, forexample, as described hereinabove, so as to provide for a kinematictriad, then upon rigidization of the docking system 10, the engagementof a first distal auto-alignment load-bearing guidepost 60 with theplanar surface 202 of the first aft edge portion 164.1 of a first latchlever 164.1 of a first distal latch assembly 162.1 in combination withthe engagement of a second distal auto-alignment load-bearing guidepost60 with the concave spherical, conical or tri-planar surface 204 of thesecond aft edge portion 182.2 of a second latch lever 164.2 of a seconddistal latch assembly 162.2 in combination with the engagement of athird distal auto-alignment load-bearing guidepost 60 with the V-groovesurface 206 of the third aft edge portion 182.3 of a third latch lever164.3 of a third distal latch assembly 162.3 provides for eliminatingsix degrees of freedom, thereby providing for absolute repeatablerelative positioning of the chaser 10.1 and target 10.2 portions of thedocking system 10.

Referring to FIGS. 19 a and 20, the chaser 10.1 and target 10.2 portionsof the docking system 10 are undocked from one another by withdrawingeach of the latch lock pistons 190 from engagement with thecorresponding notches 186 in the latch levers 164 of the distal latchassemblies 162, 162.1, 162.2, 162.3, either as illustrated in FIGS. 19 aand 20, by activating the primary distal release mechanisms 90 from thechaser portion 10.1 of the docking system 10 so as to cause the centralpush rods 94 to slide within the corresponding central bores 96 of thecorresponding distal auto-alignment load-bearing guideposts 60 and pressthe corresponding latch lock pistons 190 forwards so as to disengage thecorresponding notches 186 in the latch levers 164 of the distal latchassemblies 162, 162.1, 162.2, 162.3, or by activating the secondarydistal release mechanisms 100 from the target portion 10.2 of thedocking system 10 so as to directly move the corresponding latch lockpistons 190 forwards so as to disengage the corresponding notches 186 inthe latch levers 164 of the distal latch assemblies 162, 162.1, 162.2,162.3. For example, each primary distal release mechanism 90 maycomprise a release solenoid 92, or a plurality of redundant releasesolenoids 92, surrounding either the associated central push rod 94, ora common plunger 224 operatively associated therewith or a part thereof.Similarly, for example, each secondary distal release mechanism 100 maycomprise a release solenoid 210, or a plurality of redundant releasesolenoids 210, either surrounding the latch lock piston 190 orsurrounding a common plunger 212 operatively connected thereto or a partthereof. Following the release of the latch levers 164 of the distallatch assemblies 162, 162.1, 162.2, 162.3 by the disengagement of thelatch lock pistons 190 from the notches 186 in the latch levers 164, thelatch levers 164 rotate to an open position responsive to the force ofthe probe head 46 against the central docking cone 40 acting to separatethe chaser 10.1 and target 10.2 portions of the docking system 10 fromone another, and responsive to the bias torque on the latch levers 164from the associated helical torsion springs 168.

Referring to FIGS. 19 b and 21, following the opening of the latchlevers 164 of the distal latch assemblies 162, 162.1, 162.2, 162.3, theforce of the probe head 46 on the central docking cone 40 from thecompressed helical compression spring 54 forces the chaser 10.1 andtarget 10.2 portions of the docking system 10, and therefore the chase12 and target 14 vehicles to which they are connected, or of which theyare a part, to separate from one another, after which the docking cableassembly 32, the primary 68 and secondary 98 central release mechanisms,and the primary 90 and secondary 100 distal release mechanisms are allreturned to their initial state, ready for docking. Following separationof the chase 12 and target 14 vehicles, upon sufficient separationthereof, the associated autonomous guidance, navigation and controlsystems 20, 20′ can then be safely reactivated in order to provide forcontrolling the attitudes of the chase 12 and target 14 vehicles.

Alternatively, if it were desirable to separate the chase 12 and target14 vehicles with little to no separation velocity, for example, providedthat the associated thrusters 16, 16′ could be safely activated with thechase 12 and target 14 vehicles in docking proximity to one another,then the potential energy stored in the compressed helical compressionspring 54 could be released prior to releasing the distal capturemechanisms 64 by first recapturing the spherical ball first couplingelement 28′ of the docking cable assembly 32 with the central capturemechanism 44 by 1) extending the docking cable assembly 32 from thechaser portion 10.1 of the docking system 10 until the spherical ballcoupling element 28′ is captured by the central capture mechanism 44, asif in a soft-docking process, then 2) retracting the docking cableassembly 32 back into the chaser portion 10.1 of the docking system 10to release the compressive forces of the aft edge portions 182, 182.1,182.2, 182.3 of the latch levers 164, 164.1, 164.2, 164.3 of the distallatch assemblies 162, 162.1, 162.2, 162.3 on the aft portions 200 of thespherical ends 142 of the distal auto-alignment load-bearing guideposts60, then 3) then releasing the distal capture mechanisms 64, and then 4)extending the docking cable assembly 32 from the chaser portion 10.1 ofthe docking system 10 until the helical compression spring 54 actingagainst the probe head 46 is fully extended, and finally 5) releasingthe central capture mechanism 44, thereby leaving the chaser 10.1 andtarget 10.2 portions of the docking system 10 free to be separated fromone another under the action of the thrusters 16, 16′ of the chase 12 ortarget 14 vehicles.

The above-described docking system 10 provides for a number ofredundancies that provide for enhanced reliability. For example, asdescribed above, both the central 44 and distal 64 capture mechanismscan be released from either the chaser 10.1 or target 10.2 portions ofthe docking system 10, so, for example, if the either the primarycentral release mechanism 68 or the primary distal release mechanisms 90of the chaser portion 10.1 of the docking system 10 should fail torelease the central capture mechanism 44 or the distal capturemechanisms 64, then the corresponding secondary central releasemechanism 98 or secondary distal release mechanisms 100 of the targetportion 10.2 of the docking system 10 can be activated to provide forthe release of the central 44 and distal 64 capture mechanisms asnecessary during either the associated docking or undocking processes.Furthermore, each of the primary central release mechanism 68, primarydistal release mechanisms 90, secondary central release mechanism 98,and secondary distal release mechanisms 100 can be implemented with aplurality of associated redundant associated release solenoids 70, 92,210 so that if one release solenoid 70, 92, 210 fails to act, thecorresponding backup release solenoid 70, 92, 210 can be actuated torelease either the central 44 or distal 64 capture mechanism.

In accordance with another aspect of redundancy, in the event of afailure of the central capture socket 42 to capture the first couplingelement 28 of the docking cable assembly 32, for example, as a result ofeither a failure of the docking cable assembly 32 or the associatedlinear positioning and tensioning system 112 in the chaser portion 10.1of the docking system 10, or a failure of the central capture socket 42or the central capture mechanism 44 in the target portion 10.2 of thedocking system 10, then the soft-docking process can be forgone in favorof using the thrusters 16, 16′ to maneuver the chase 12 and target 14vehicles into alignment so as to provide for initial contact of theprobe head 46 with the central docking cone 40, wherein the associatedhelical compression spring 54 provides for reducing the associatedimpact forces following contact. The thrusters 16, 16′ can then be usedto continue to drive chase 12 and target 14 vehicles closer together, soas to drive the distal auto-alignment load-bearing guideposts 60 intoengagement with the corresponding distal docking cones 66 and distalcapture sockets 62, followed by capture by the associated distal capturemechanisms 64. Then, if the linear actuator 38, docking cable assembly32, and linearly-actuated cam element 76 were operative in combinationwith the rotary cam followers 78 and probe head 46, thelinearly-actuated cam element 76 could then be actuated so as torigidize the docking system 10, so that the docking process could becompleted as if there had been no failures.

In accordance with yet another aspect of redundancy, in the event of afailure of the distal auto-alignment load-bearing guideposts 60 tobecome captured within the distal capture sockets 62 by the distalcapture mechanisms 64, then the docking cable assembly 32 connected bythe associated first coupling element 28 to the central capture socket42 by the central capture mechanism 44 could be relied upon as the soleconnection between the chaser 10.1 and target 10.2 portions of thedocking system 10, with the distal auto-alignment load-bearingguideposts 60 within the distal capture sockets 62, some of which could,but not necessarily all of which would, be captured by the associateddistal capture mechanisms 64. Although this arrangement would notprovide as much stability or rigidity at the interface between thechaser 10.1 and target 10.2 portions of the docking system 10, this maybe adequate depending upon the tolerance for misalignment of theassociated transfer devices or conduits 26.1, 26.2.

It should be understood that the central 44 and distal 64 capturemechanism are not limited to the above described central trigger latchmechanism 148 and distal latch assemblies 162, respectively, but includeany method or mechanism that provides for automatically capturing theassociated first coupling element 28 or distal auto-alignmentload-bearing guideposts 60, respectively, together with the capabilityfor release thereof from at least one of either the chaser 10.1 ortarget 10.2 portions of the docking system 10.

The docking system 10 is not limited to any particular materials ofconstruction, which can be adapted according to the particularapplication and associated environmental conditions, in accordance withaccepted engineering and design practice. For example, for spacecraftapplications, the associated structural elements could be constructed ofaluminum.

Furthermore, the docking system 10 is not limited to the docking of twovehicles with one another, but can generally be used to releasablycouple different objects together. For example, the docking system 10might be used to provide for robotic systems to releasably couple withobjects, for example, container objects, wherein a first portion 10.1 ofthe docking system 10 could be coupled to or a part of the roboticsystem, and a second portion 10.2 of the docking system 10 could becoupled to or a part of the object.

It should be understood, that any reference herein to the term “or” isintended to mean an “inclusive or” or what is also known as a “logicalOR”, wherein the expression “A or B” is true if either A or B is true,or if both A and B are true.

While specific embodiments have been described in detail, those withordinary skill in the art will appreciate that various modifications andalternatives to those details could be developed in light of the overallteachings of the disclosure. Accordingly, the particular arrangementsdisclosed are meant to be illustrative only and not limiting as to thescope of the invention, which is to be given the full breadth of theappended claims and any and all equivalents thereof.

1-16. (canceled)
 17. A second portion of a docking system, comprising:a. a support structure; b. a central concave conical surface dependingfrom said support structure, wherein said central concave conicalsurface is substantially symmetric with respect to a central axis ofsaid second portion of said docking system; c. a plurality of distalsockets operatively coupled to said support structure, wherein saidplurality of distal sockets are distally located around said centralaxis of said second portion of said docking system, and each distalsocket of said plurality of distal sockets is extended in an aftdirection from said support structure; and d. a plurality of distalcapture mechanisms wherein each of said plurality of distal sockets isoperatively associated with a different corresponding said distalcapture mechanism of said plurality of distal capture mechanisms, andeach said corresponding distal capture mechanism is adapted incooperation a corresponding said distal socket to releasably capture acorresponding distal coupling element of a mating first portion of saiddocking system.
 18. A second portion of a docking system as recited inclaim 17, further comprising: a. a central socket operatively coupled tosaid support structure, wherein said central socket is aligned with saidcentral axis of said second portion of said docking system, b. a centralcapture mechanism, wherein said central socket is operatively associatedwith said central capture mechanism, and said central capture mechanismis adapted in cooperation with said central socket to releasably capturea corresponding central coupling element of a mating first portion ofsaid docking system.
 19. A second portion of a docking system as recitedin claim 18, wherein said central capture mechanism comprises at leastone central trigger latch mechanism, wherein said at least one centraltrigger latch mechanism comprises: a. a first latch assembly support; b.a first lock mechanism; c. a first latch lever adapted to rotate withrespect to said first latch assembly support, wherein said first latchlever comprises: i. a shaped portion, wherein said shaped portion isadapted in cooperation with said central socket to receive saidcorresponding central coupling element when said first latch lever is inan open position, and said shaped portion is adapted in cooperation withsaid central socket to capture said corresponding central couplingelement when said first latch lever is in a latched position; and ii. asecond portion, wherein said second portion is adapted to cooperate withsaid first lock mechanism so as to provide for latching said first latchlever in said latched position; d. a first spring, wherein said firstspring is adapted to bias said first latch lever in said open position,and said first lock mechanism is adapted to latch said first latch leverin said latched position responsive to an engagement of said first latchlever with said corresponding central coupling element and a rotation ofsaid first latch lever responsive to an insertion of said correspondingcentral coupling element into said central socket.
 20. A second portionof a docking system as recited in claim 19, wherein said first lockmechanism comprises: a. a first latch lock piston adapted to cooperatewith a first notch in said second portion of said first latch lever; andb. a second spring adapted to bias said first latch lock piston intoengagement with said second portion of said first latch lever and intoengagement with said first notch when said first latch lever is in saidlatched position, wherein the engagement of said first latch lock pistonwith said first notch provides for inhibiting rotation of said firstlatch lever, and said first latch lever is free to rotate between saidopen position and said latched position when said first latch lockpiston is not engaged with said first notch.
 21. A second portion of adocking system as recited in claim 19, wherein said first springcomprises a torsion spring located within a first recess of said firstlatch lever and operative between an edge of said first recess and saidfirst latch assembly support.
 22. A second portion of a docking systemas recited in claim 20, wherein said at least one central trigger latchmechanism is adapted to provide for releasing said first latch lockpiston from engagement with said first notch of said first lever eitherresponsive to a force from said first portion of said docking systemthrough said corresponding central coupling element or responsive to afirst linear actuator operatively associated with said central capturemechanism.
 23. A second portion of a docking system as recited in claim22, wherein said first linear actuator comprises at least one firstsolenoid operatively associated with said first latch lock piston.
 24. Asecond portion of a docking system as recited in claim 23, wherein saidat least one first solenoid cooperates with a first plunger operativelycoupled to said first latch lock piston so as to provide for pullingsaid first latch lock piston from engagement with said first notch ofsaid first latch lever responsive to an actuation of said at least onefirst solenoid.
 25. A second portion of a docking system as recited inclaim 23, wherein said at least one first solenoid comprises a pluralityof first solenoids concentric with one another.
 26. A second portion ofa docking system as recited in claim 19, wherein said at least onecentral trigger latch mechanism comprises a plurality of central triggerlatch mechanisms substantially uniformly distributed around said centralaxis of said second portion of said docking system.
 27. A second portionof a docking system as recited in claim 20, wherein said at least onecentral trigger latch mechanism comprises a plurality of central triggerlatch mechanisms substantially uniformly distributed around said centralaxis of said second portion of said docking system, said plurality ofcentral trigger latch mechanisms incorporate a corresponding pluralityof first latch levers with a corresponding plurality of first notches,and said corresponding plurality of first latch levers cooperate with acommon first latch lock piston that provides for engaging each of saidcorresponding plurality of first notches when said plurality of firstlatch levers are each in said latched position.
 28. A second portion ofa docking system as recited in claim 17, wherein each said correspondingdistal capture mechanism comprises a corresponding distal trigger latchmechanism, wherein said corresponding distal trigger latch mechanismcomprises: a. a corresponding second latch assembly support; b. acorresponding second lock mechanism; c. a corresponding second latchlever adapted to rotate with respect to said corresponding second latchassembly support, wherein said corresponding second latch levercomprises: i. a shaped portion, wherein said shaped first portion isadapted in cooperation with a corresponding said distal socket toreceive said corresponding distal coupling element when saidcorresponding second latch lever is in an open position, and said shapedportion is adapted in cooperation with said corresponding said distalsocket to capture said corresponding distal coupling element when saidcorresponding second latch lever is in a latched position; and ii. acorresponding second portion, wherein said corresponding second portionis adapted to cooperate with a corresponding second lock mechanism so asto provide for latching said corresponding second latch lever in saidlatched position; d. a third spring, wherein said third spring isadapted to bias said corresponding second latch lever in said openposition, and said corresponding second lock mechanism is adapted tolatch said corresponding second latch lever in said latched positionresponsive to an engagement of said corresponding second latch leverwith said corresponding distal coupling element and a rotation of saidsecond latch lever responsive to an insertion of said correspondingdistal coupling element into said corresponding said distal socket. 29.A second portion of a docking system as recited in claim 28, whereinsaid corresponding second lock mechanism comprises: a. a correspondingsecond latch lock piston adapted to cooperate with a correspondingsecond notch in said corresponding second portion of said correspondingsecond latch lever; and b. a fourth spring adapted to bias saidcorresponding second latch lock piston into engagement with saidcorresponding second portion of said corresponding second latch leverand into engagement with said corresponding second notch when saidcorresponding second latch lever is in said latched position, whereinthe engagement of said corresponding second latch lock piston with saidcorresponding second notch provides for inhibiting rotation of saidcorresponding second latch lever, and said corresponding second latchlever is free to rotate between said open position and said latchedposition when said corresponding second latch lock piston is not engagedwith said corresponding second notch.
 30. A second portion of a dockingsystem as recited in claim 28, wherein said third spring comprises atorsion spring located within a corresponding second recess of saidcorresponding second latch lever and operative between an edge of saidcorresponding second recess and said corresponding second latch assemblysupport.
 31. A second portion of a docking system as recited in claim29, wherein said corresponding distal trigger latch mechanism is adaptedto provide for releasing said corresponding second latch lock pistonfrom engagement with said corresponding second notch of saidcorresponding second lever either responsive to a force from said firstportion of said docking system through said corresponding distalcoupling element or responsive to a linear actuator operativelyassociated with said corresponding said distal capture mechanism.
 32. Asecond portion of a docking system as recited in claim 31, wherein saidcorresponding second linear actuator comprises at least onecorresponding second solenoid operatively associated with saidcorresponding second latch lock piston.
 33. A second portion of adocking system as recited in claim 32, wherein said at least onecorresponding second solenoid cooperates with a corresponding secondplunger operatively coupled to said corresponding second latch lockpiston so as to provide for pulling said corresponding second latch lockpiston from engagement with said corresponding second notch of saidcorresponding second latch lever responsive to an actuation of said atleast one corresponding second solenoid.
 34. A second portion of adocking system as recited in claim 32, wherein said at least onecorresponding second solenoid comprises a plurality of first solenoids,and said plurality of first solenoids are concentric with one another.35. A second portion of a docking system as recited in claim 28, whereinsaid second latch lever comprises a shaped surface adapted to engage aposterior portion of said corresponding distal coupling element, whereinsaid shaped surface is selected from a planar surface, a sphericalsurface, a conical surface, a tri-planar surface and a V-groove surface,and if said spherical surface, a radius of said spherical surface ofsaid shaped surface is substantially equal to a radius of a matingportion of said corresponding distal coupling element.
 36. A secondportion of a docking system as recited in claim 35, wherein saidplurality of distal sockets and distal capture mechanisms comprisesthree said distal sockets and three said corresponding distal capturemechanisms, said shaped surface of said second latch lever of a first ofsaid corresponding distal capture mechanisms comprises said planarsurface, said shaped surface of said second latch lever of as second ofsaid corresponding distal capture mechanisms comprises said V-groovesurface, and said shaped surface of said second latch lever of a thirdsof said corresponding distal capture mechanisms comprises either saidspherical surface, said conical surface or said tri-planar surface. 37.A second portion of a docking system as recited in claim 17, furthercomprising: a plurality of distal concave conical surfaces dependingfrom said support structure, wherein each distal concave conical surfaceof said plurality of distal concave conical surfaces is associated witha corresponding said distal socket, and each said distal concave conicalsurface is substantially symmetric with respect to a central axis ofsaid corresponding said distal socket and leads into said correspondingsaid distal socket.